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I know a lot of you have been asking when I was going to get going on this thing. So here we are with some pics and 3rd party testing results

Some features:

The Killer B Motorsport Holy Header was developed using state of the art CAD software & simulations to determine optimal design to increase power in the mid to high RPM range. Short as possible primaries with a single secondary significantly decrease header volume allowing exhaust gas pressure to build quickly. Symmetrical 4-1 design maintains high and consistent exhaust velocity as RPMs rise. You can expect faster spool up time compared to long primary/double secondary designs. A difference you will immediately notice in throttle response and the ability to hold more power higher into the revs.

Features include:

· Short Equal Length Primaries. The shortest possible length primaries you can have on an Equal Length header. Short means less header volume and quick spool up.

· Symmetrical Primary Design. All primaries have a similar tube length AND bend geometry. This keeps the pulse velocities high and consistent compared to equal length headers with different (non-symmetrical) primary tubing geometry.

· Smooth Mandrel Bends. All of the bends utilize a mandrel for smooth non-restrictive flow. Not only that, we use the largest bends possible at every location. It would be cheaper to use 2” bends everywhere, like others do, but that’s not going to give the best performance.

· Thick Walled 321 Stainless Steel Construction for Long Life. 321 is alloyed with titanium, costs more, a lot more, but it’s the ideal material for high temperature turbocharged applications. Would 304 stainless work, yes, but the temperatures on our turbocharged cars can exceed the limits of 304 stainless enough to make them brittle and crack. 321 stainless steel has higher strength and toughness at elevated temperatures. It was developed by the aircraft industry specifically to address 304 stainless manifolds that were cracking. Killer B Motorsport is the only company that manufactures full 321 headers.

· High Heat Retention. 321 stainless steel conducts less heat than 304 stainless steel. The short primaries and properly sized secondaries also pull less heat from the exhaust gasses increasing turbine efficiency. Large tubing headers expose the exhaust gasses to more surface area transmitting more heat and reducing exhaust energy. You can also ceramic coat or wrap our headers (and keep the warranty) without exceeding the temperature range like you can with 304 stainless.

· V-Band Up-Pipe Connection. Why V-Band? Fast, easy, no gasket, no leaks, perfectly concentric alignment of tubes for no disruption of flow, what’s not to like!

· Up-Pipe included. Of course it comes with an Up-Pipe! This header was designed as a complete system. Using other up-pipes would only compromise performance, and nobody wants that.

It fits an 05 STi for sure and probably a safe assumption it will fit pre-08 Impreza models, although that has not been verified.

The filter was free with my purchase of a whole bunch of the "that stuff will blow your motor" Mobile 1.

It sounds NOTHING like the OEM header. The GPMoto that was on there had the usual EL sounds. This one is a touch quieter from the front of the car (my guess is because of the thicker wall material), but has a deeper tone than the GPMoto

Quote:

Originally Posted by BlackFighter

Do you need a test car :-) I am will to try.

You're not the first to ask, but I'm not taking anyone up on that offer until I get the final material costs nailed down.

Oh and it also weighs 16 pounds. For comparison the OEM one weighs 25 pounds.

This may be a stupid question, but how come on your graph the power and torque line cross at 4200 instead of the usual 5252? Just curious if I'm missing something?

Good eye. Look on the sides and you'll see the scaling is different. I don't know why it's setup this way.

Quote:

Originally Posted by richy_21

and before the header was installed dyno printouts?

I have plots from last year, the year before and a few others, but none on that same dyno. I had a window of opportunity, but not the time to do a true comparison. The numbers are better than any I've had with the GPMoto header, which as you know I really liked. I can post some old graphs, but I don't know how relevant they would be. I'll dig through what I've got tonight.

It will definitly only work with a EJ25 pan (or Killer B pan ) but if you do any performance or track driving you should consider an EJ25 pan or aftermarket piece anyway. The EJ20 pans have a higher probability of oil starving under hard cornering.

No, it will have a v-band to our up-pipe that is included. We'll eventually have EWG, rotated and other options. Building to other up pipes just adds variables to the 'system' that may or may not perform properly.